Signal device for vehicles



Sept. 8, 1942. c. LE BLEU 2 3 SIGNAL DEVICE FOR VEHICLES Filed 001:. 4,1940 5 Sheets-Sheet 1 INVENTOR c. LE BLEU 2,295,263

SIGNAL DEVICE FOR VEHICLES Filed Oct. 4, 1940 5 Sheets-S heet 3 Sept. 8,1942.

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SeptrS, 1%2. c. LE BLEU.

SIGNAL DEVICE FOR VEHICLES Filed Oct. 4, 1940 5 Sheets-Sheet 5 PatentedSept. 8, 1942 Ui'i STATES e QFFICE 19 Claims.

This invention relates to a device adapted to be mounted upon a vehicleso as to be used by the operator thereof to indicate an intention toslow down, stop, or turn to the right or to the left.

The type of signal device to which this invention relates includes anarm supported upon the vehicle so that it may be selectively moved intopositions indicating the intention of the operator.

It is well established as a custom or by law, that the operator of avehicle must extend his own arm, or a mechanical arm, to the side of thevehicle before stopping the same or changing the direction of travel,the angle at which he extends the arm indicating Whether it is hisintention to slow down, stop, or execute a right or left turn. When amechanical arm is used the free end of same normally extends downwardly,when in neutral position, so that the longitudinal extension thereof issubstantially parallel to the vertical plane of the vehicle upon whichit is mounted. The arm is then swung upwardly substantially forty fivedegrees to give the slow down or stop signal, ninety degrees to give theleft turn signal, and one hundred and thirty five degrees to give theright turn signal, and throughout this application these variouspositions of the signal arm will be known in the order set forth as,neutral position, stop signal position, left turn signal position, andright turn signal position. It is well known that operators of motorvehicles are lax in giving the signals required by law or by custom.This is so because giving signals by extending the hand and arm isinconvenient. This is also true with respect to mechanical signal armsnow in use.

Therefore, one of the objects of this invention is the provision of asignal device of the character described which includes more convenientand eflicient control means.

Applicant has driven five trial trips in and around Los Angeles. Allsignals required by the laws of California were given. The total milestraveled was 124. The number of turn signals given was 107. The numberof stop signals given was 333. The total number of signals given was440. The rate of travel was 20 to 25 miles per hour. It will be notedthat three fourths of the signals given were stop signals.

Therefore, another object of this invention is the provision; in asignal :device adapted to be mounted upon a vehicle and having a signalarm adapted to be moved to stop position, said vehihand actuatorlo'cated with respect to the r-imof the steering Wheel so that same maybe operated with one or more fingers of a hand resting on the rim ofsaid steering wheel.

Still another object of this invention is the provisionof a signaldevice including a signal arm adapted to be supported from a vehicle formovement into a signal position, of a plurality of operable devicesapplied to said arm, and operable to move the same into a signalposition.

Still another object of this inventionis the provision in a signaldevice including a signal arm adapted to be supported from a vehicle formovement into stop, right and left turn signal positions, of a pluralityof operable devices applied to said arm and operable to move thesameinto signal position, and a plurality of controls for said operabledevices, one of said controls being adapted to control the right andleft turn positions of said arm, and another of said controls beingadapted to control the stop position of said arm.

Still another object of this invention is the provision in a signaldevice including a signal arm adapted to be supported from .a vehiclefor movement into a signal position, of means for moving said signal armcomprising a pluralityof pistons applied thereto, one of said pistonsbeing operable to move said signal arm to stop :position, and another ofsaid pistons being operable to swing said signal arm to left turnposition,- and means for controlling the operation of said pistons.

Still another object of this invention is the provision in a signaldevice including a ignal arm adapted to be supported from a vehicle formovement into signal position, of means for moving said arm comprising aplurality of pistons applied thereto, one of said pistons being operableto move said arm to stop signal position, the other of said pistonsbeing operable to move said arm to left turn signal position, each ofsaid pistons being operable in conjunction with the other of saidpistons to move said arm to right turn signal position (stop positionplus left turn position equals right turn position), and means forcontrolling the operation of said pistons.

till other objects and advantages of this invention will be apparent tothose skilled in the art upon a detailed perusal of the specificationsin connection with the attached drawings wherein I exemplify anddescribe a preferred embodi- :ment of my invention, but it is to beunderstood that my invention is susceptible to numerous changes andmodifications in the combination, correlation, and construction ofparts, members, and features, without departing from the spirit of theinvention as defined in the annexed claims.

These objects are accomplished by the embodiment of my inventionillustrated in the accompanying drawings in which:

Figure 1 is a fragmentary side View of a motor vehicle showing theinvention mounted thereon, all parts of the invention being in theneutral position.

Figure 2 is an enlarged view in section, of the various parts of theinvention shown in Figure 1.

Figure 3 is a bottom plan view of the connection to the brake pedalshank, shown in Figure 2.

Figure 3a is a fragmentary side view in section of the signal arm.

Figure 4 is an enlarged end view of the turn, or hand operated valveshown in Figures 1 and 2.

Figure 5 is a side View in section of the turn valve, taken on brokenline 55 of Figure 4, parts being in the neutral or non-operativeposition.

Figure 6 is a side view in section of the turn valve, taken on brokenline 66 of Figure 1, parts being in neutral position.

Figure '7 is an end view of the turn valve as in Figure 4, but with thevalve head or end removed so as to show the grooved valve plug, which isthe shaded portion, that cooperates with the parts shown in the valvehead, or end, shown in Figure 4, parts being in neutral position.

Figure 8 is a bottom plan View of the electric switch shown installed onthe upper end of Figure 5.

Figure 9 is a top plan view of Figure 8.

Figure 10 is an enlarged top plan view of the turn valve control leversupport bracket mounted on the steering post in Figure 1, all partsbeing in neutral position. The letter R indicates the direction thelever is moved to secure a right turn signal and the letter L indicatesthe direction the control lever is moved to secure a left turn signal.

Figure 11 is a sectional View taken on line of Figure 10, all partsbeing in neutral position.

Figure 12 is an enlarged sectional View of the signal arm support andoperating structure taken through the axis about which the signal armswings.

Figure 13 is an enlarged view of that side of the signal arm supportbracket opposite the signal arm.

Figure 14 is an enlarged sectional view of the signal arm supportbracket taken on broken line |4-|4, Figure 12.

Figure 15 is an enlarged View of the illuminated portion of the signalarm.

Figure 16 is a diagrammatical illustration of the turn valve and stopvalve, both in neutral position.

Figure 17 is a diagrammatical illustration of the turn valve in rightturn position and the stop valve in neutral position.

games Figure 18 is a diagrammatical illustration of the turn valve inleft turn position, and the stop valve in neutral position.

Figure 19 is a diagrammatical illustration of the turn valve in neutralposition and the stop valve in stop position.

Figure 20 is a diagrammatical illustration of the turn valve in rightturn position and the stop valve in stop posit-ion.

Figure 21 is a diagrammatical illustration of the turn valve in leftturn position and the stop valve in stop position.

Referring more particularly to the drawings, Figure 1 shows a motorvehicle 25, which is of a conventional type propelled by an internalcombustion engine having the conventional intake manifold indicated at26, and a conventional type of brake mechanism, including a brake pedalshank 21. A large proportion of the motor vehicles now in use areequipped with a vacuum booster pump and such is the case with thevehicle here shown. It is also equipped with a .steering mechanismincluding a steering post 28 and a steering wheel 29 having a rim 30,and an instrument panel is shown at 24.

Referring now to Figures 1 to 15, a signal arm 3| comprises a socketsection 32, and an illuminated section 33 which may be made of glass, orany suitable plastic material such as Tenite or Lucite. It is to benoted that the upper portion is formed with a large diameter portion 34thus providing a shoulder at 35. The inside'diameter is materiallyreduced at 36 thus providing a ledge 31, and the wall 38 becomesprogressively thinner in a direction toward the lower end of the arm at39. The purpose of the ledge 31 is to provide an end structurepermitting the entrance of light into the wall 38, thus providing an armhaving greater visibility at night.

The upper end 34 of the illuminated section 33 extends into the lowerend of socket section 32' as shown and is secured in place by a threadedring 40, the lower end of the socket section being also threaded.

The socket section 32 is hollow as shown and is provided with ahorizontal opening into which a hollow shaft 4| extends, the signal arm3-| being rigidly secured to shaft 4| by means of the set screw 42.

Hollow shaft 4| is rotatably supported in ball bearings 43 and 44, saidball bearings being mounted as shown in the signal arm support bracket45, said bracket 45 being mounted on'the vehicle 25 as shown in Figure1, the means by which bracket 45 is secured to said vehicle being bettershown in Figures 2, 13, and 14, as follows: Bracket 45 is provided witha threaded extension 46 which projects through any structure selected asa suitable place to mount said bracket and a threaded female member 41is applied to extension 46 and tightened. Screw 48 and hollow screw 49also extend through said structure and assist in securing bracket 45 inplace.

Bracket 45 and threaded extension 46 are provided with an opening 50 inwhich a rod5| is slidably mounted, one end of said rod being disposedadjacent hollow shaft 4|. Shaft 4| is provided with an arm 52 rigidly.secured thereto by set screw 53, and a link 54 is pivotally connectedat 55 with the arm 52 and at 56 with sliding rod 5 It will be noted thatarm 52 is also provided with an opposite extension 51 arranged tocontact the under side of rod 5|, when the same is in the neutralposition shown in Figure 2, so as to limit the swinging movement of-thesignal. arm toward the vehicle.

A- signal arm operator for swinging signal arm- 3|- intothe varioussignal positions is indicated generally at 58, Figures 1 and 2, andincludes a turn. cylinder 59, so named because it is evacuated only whengiving a turn signal, said turn cylinder being provided with a baseportion, better shown in Figure 1, for attaching same to the vehicle.Slidably confined within turn cylinder 59 is a stop cylinder 60, socalled because it is evacuated when giving stop signals. A cylinder head6| closes the forward end of stop cylinder 60, and a cylinder head 62closes the forward end of turn cylinder 59, and is provided withanoverhanging projection 63. slidably projects through both cylinderheads El and 62, into stop cylinder 6! and is provided with a pistonhead comprising a backing block 65 disposed within the walls of aflexible cup 66, and a disk 57. A threaded bushing 63 is provided with ahead, and passes through the central portions of disk 67, cup 65, andbacking block 65, and is screwed into the adjacent end of piston rod 64which is provided with a female thread, thus providing a stop pistonslidably disposed within stop cylinder 63.

Stop cylinder 68 is provided at its closed end with a projection toincluding a threaded rod portion as shown. Apiston head is mounted onsaid threaded rod portion and comprises, a backing disk l disposedwithin the walls of a flexible cup H and a washer 72 disposed againstthe outer face of said cup, the piston assembly being secured in placeby a nut 13, thus providing a turn piston slidably disposed within turncylinder 59.

A compression spring M is disposed within turn cylinder 53 between theclosed end thereof and the turn piston head, and normally yieldablyresists movement of said piston toward said spring.

A compression spring is disposed within stop cylinder 68 between theclosed end thereof and the stop piston head, and normally resistsmovement of the stop piston toward said spring and relative to cylinder61!.

Piston rod 64 is provided on its outer end with a head piece 18 having athreaded opening into which a conduit connection 11 is screwed, and isprovided at its forward end with a second threaded opening into which acap screw 18 is screwed and secured against accidental turning by a jamnut 19. It will be noted that cap screw 18 is provided with a hole 8i!which extends for some distance longitudinally thereof, but not theentire length of the screw. Cap screw 18 is also provided with athreaded opening in the head thereof extending substantially at rightangles to opening 89 and is provided with a set screw 8|.

The overhanging ends of overhanging projection 63, and threaded femalemember ll are each provided with a compression male connector, sleeveand nut assembly respectively as shown at 82 and 83, said connectorsbeing of a conventional type used extensively in the automotive industryfor connecting copper tubing. This type of a connector is used in anumber of places in this invention and is shown in section in Figure 13.Connectors 82 and 83 are utilized as a means for connecting the ends ofhousing 84 to the overhanging ends of projection 63 and the threadedfemale member t! as shown, said housing 84 being adapted to extend bydevious ways betweenprojection B3 and member 41.

Housing 84 may be of any suitable material A hollow piston-rod 64= suchas the conventional copper tubing used; ex tensively in the automotiveindustry, flexible. shaft housings, or what is-commonly known asplumbersv cable. cable.

A flexible pull wire- 85 extends into the opening in cap screw 18 and issecured thereto as shown, by set screw 8|, pull wire extending:

thence through connector 82 and 83 and housing 84 to a connection, asshown at 86, with sliding rod 5|. Thus, the turn and stop pistons areoperably applied to the signal arm 3| so that movement of said pistonswill cause said signal arm to swing.

Referring again at this time to the movement of the signal arm and theoperating connections thereto, refer to Figure 2 in which S, L, and R,indicate substantially the points to. which pivot 56- should be moved-t0swing the signal arm respectively into stop, left turn and right turnpositions. It will be noted that the distances fromthe pivot 56 to pointS, is substantially the same as the distance from point L to point R,and the arrangement of pivots 55 and 56 with respect to the axis ofshaft 4| so as to produce this result is predicated on the fact thatwhile there are three signal positions to which the signal arm may beswung, there are only two operating pistons with which to produce threepositions of the signal arm. But, pivots 55 and 56 being arranged asdescribed, it is clear that the stop piston may be operated to swing thesignal arm to stop position, and that the turn piston may be operated toswing the signal arm to left turn position, and that if both pistons areoperated at the same time the signal arm will be swung to right turnposition because the distance from pivot 56 to point S, plus thedistance from pivot 56 to point L is equal to the distance from pivot 55to point R. Obviously then, the travel of the stop piston should beequal to the distance from 56 to S. And the travel of the turn pistonshould be equal to the distance from pivot 56 to point L.

Therefore, means are provided for adjusting the travel of each piston.The closed end of the turn cylinder 59 is provided with a threadedopening into which a cap screw 81 is screwed and against the end ofwhich the turn piston may come to rest. The cap screw-8'! may be screwedin or out as the conditions require, and secured against accidentalturning by jam nut 88. Thus, I have provided means for selectivelydetermining the stroke, or travel, of the turn piston. A tubular member89 is disposed within the hollow piston rod 64 and extends through malethreaded bushing 63 some distance past the head thereof so as to come torest against the closed end of cylinder 50 when the stop piston hastraveled the distance required to swing the signal arm to stop position,the opposite end of tubular member 89 then resting against the end ofcap screw '18. The stroke or travel of the stop piston may be adjustedby loosening set screw BI and turning cap screw 18 either to the rightor left as conditions require. Set screw 8| is then tightened toreconnect pull wire 85 to the pistons.

The tubular member 89 is materially smaller in diameter than the insidediameter of piston rod 64, but is a sliding fit in the male threadedbushing 68. It is to be noted'that tubular member 89 is provided withopenings 93 which serve to connect the air space around the outside oftubular member 89 with the opening there- The housing 84 is plumbersThus, stop cylinder 68 is in communication with the conduit connection11.

Thus, it is seen that I have provided a plurality of pistons operablyapplied to a movable signal arm, said pistons being operable to movesaid signal arm into a signal position.

An electric switch 9| is mounted upon the overhanging projection 63 andis insulated therefrom as shown, and includes a terminal 92. A bar ofspring bronze or brass 93 is secured adjacent an end thereof to thelower end of terminal 92 and is shown as resting intermediate its endsupon an insulated operator 94 carried by head piece 16. A secondterminal is shown at 95. A bar of metal is shown at 96 and is securedadjacent an end thereof to terminal 95, the free end portion of bar 96being offset and arranged so that the free end extends toward and somedistance below the free end of bar 93 as shown. A fragment of anelectric wire 91 is shown as being connected to terminal 95, theopposite end of said wire 91 to be connected with a battery, not shownbecause it is of conventional design, and is such as will be found onall motor vehicles with which applicant is familiar. An electric wire 98is connected with terminal 92 as shown and extends to a light bulbsocket 99 mounted, as shown, in the lower end of signal arm socket 32and is detachably secured in place by a set screw I39, said socket 99being provided with a light bulb I00, both the socket 99 and bulb Ibeing of a conventional design used extensively in the automotiveindustry.

It will be noted, see Figures 12, 13 and 14, that bracket 45 is providedwith a conduit I36 provided with a hollow screw 49. Conduit I36terminates in an enlarged portion I31 through which ball bearings 43 and44, and shaft 4| are installed, the enlarged portion I31 being providedwith a detachable cover I38.

In extending wire 98 from terminal 92 to light bulb I00, it is passedthrough hollow screw 49, conduit I36 and hollow shaft 4| and thencedownwardly to socket 99 as shown.

All parts being in the neutral position shown in Figure 2, it should beclear that the light bulb I00 is not burning, there being an air gapbetween the adjacent ends of bars 93 and 96 due to the fact that bar 93is held in a raised position by the insulation operator 94. However,upon movement of one or both of the pistons in a direction which willresult in swinging signal arm 3| toward a signal position, insulationoperator 94 will be withdrawn from supporting association with bar 93 sothat the adjacent ends of bars 93 and 96 will contact causing the bulbI00 to light when the signal arm has been swung to a position somewherebetween the neutral and stop position of said signal arm.

Thus, I have provided means for illuminating said signal arm when thesame is disposed in a signal position.

It will readily be understood that the stop piston and turn piston maybe caused to move toward the closed end of their respective cylinders byevacuating air from the stop and turn compartments indicatedrespectively at IOI and I 02, and thus cause the signal arm 3I to swing.Conduit connections 11 and I03, in communication respectively withcompartments IOI and I02, are provided for connecting said compartmentswith a source of evacuation. This evacuating means may consist of aninternal combustion engine used as a source of power for propelling thevehicle, or it may consist of a vacuum pump of conventional designmounted on'the vehicle. When compartments IOI and I02 are connected withthe engine vacuum, it will be convenient to make this connection to theintake manifold 26 thereof, conduit I04 being connected to the intakemanifold at I05 as shown in Figure 1. If compartments WI and I02 are tobe connected to a vacuum pump, then conduit I04 would extend thereto asindicated by broken lines I06, Figure 1. Conduit I06 is shown asextending in a direction toward the front of the vehicle because theconventional type of vacuum pump is usually located in the forwardportion of the engine compartment.

Now the necessity for interposing control means in the conduitsconnecting the evacuating means with compartments IOI and I02 so that itwill be possible to control the evacuation of said compartments and,consequently, the position of signal arm 3I, is readily apparent.

These control means comprise a stop valve I01, so called because it isused to control the operation of the stop piston, and a turn valve I39,so called because it is used to control the operation of the turnpiston.

Stop valve I01 is provided with an opening I09 to be used to mount thevalve on the vehicle. Stop valve I01 is mounted relative to the brakecontrol means 21 as shown in Figure 1. Valve I01 comprises a body I09,having a bore H0 and is provided with openings, or ports, III, H2 and H3through the wall of the body I91. The port holes are threaded to receiveconduit connections H4, H5 and H6. A stop valve plug H1 is slidablydisposed Within bore IIO, as shown, and is provided with an elongatedgroove II8 of suflicient length to serve as a conduit connecting portsII I and I I2, in the neutral position of said plug I I1 shown in Figure2, and to connect parts H2 and H3 in stop position of said plug. Thegrooved conduit side of valve plug H1 is urged into sealing contact withthe port side of the Valve body bore IIO by means of a compressionspring II9, as shown, the body I01 having an opening I20 on its underside provided with a rod I2I slidably mounted therein, said rodprojecting into a groove I22 formed in the under side of valve plug II1,spring H9 being in compression between the lower end of rod I2I and aretainer screw I23.

Stop valve plug H1 is provided with a bore I24 having an abruptreduction at its lower end as shown, so as to provide a seat for acompression spring I25 disposed within bore I24, said spring being incompression between said seat and a valve body head I26.

A control wire I21, extends through an opening in head I26 as shown, andthence through the bore I24, the end thereof being bent as shown at I28.

Brake pedal shank 21 is provided with a U clamp bracket I29, which isclamped in place by a bolt I30 as shown in Figures 1, 2, and 3, saidbracket being provided with an extension I3I having a U shaped wireconnector I 32 pivotally supported thereon as shown at I33. Control wireI21 passes through an opening through each of the le s of the connectorI32, as shown, and through block I34, said block being secured to wireI21 by means of set screw I35. Thus, the stop valve I61 is operablyassociated with the brake control mechanism to be automatically operatedthereby. When the brake control mechanism 21 is in the neutral positionshown, the stop valve plug will be held thereby, against the pressureoffspring I25, in a position connecting ports. III and II'ZasshoWn.When. the brake pedal is depressed, control wire I 21 is sl'ackened andspringv I25 acts upon valve plug III to move the same into. position.connecting ports H72 and H3. When the brake pedal is released, valveplug III will bereturned to neutral position against the pressure ofspring I25.

Due to the fact that ports: I'll, H2, and H3 are only a short distanceapart; it is only necessary to depress the brake pedal 2.. shortdistance to provide the slack in wire I21 necessary to allow valve plugIII to move into position connecting ports H2 and H3, so as to cause thestop signal to show. There is. more than enough looseness in the brakecontrol mechanism to provide the slack, required in wire, I21; so thatthe brakes need not actually beapplied to cause the signal arm to.-swing to stop position. This is very important because by custom, and bythe: laws of" most states, the stop signal must be given for at leastthe. last fifty feet of: travel before. bringing. the vehicle to a stop.I provide means for accomplishing this result,'for to give a stop signalit is only necessary to rest the foot lightly on the brake pedal to takeup all or a part. ofthe looseness in the brake control mechanism, thus:causing the 'stopsignalto show, and when the vehicle arrivesatthe'place, where it is to be' stopped, the brakesare' then applied;

Turn valve I39; comprises: a valve head use provided with ports: I'EI,m2, Ids, I44, I45, I36; I47, M8; and H59, arranged: ina circle about theaxis of a valve stem- I50: asshown; Ports M4 and I 41 are interconnectedby a conduit I EI, and ports I41, I :32, M4,. M5,, and Mt; each connectrespectively with; threaded; openings It I I42, I 54, I 35, and H56",see Figure l. A valve body I53 and valve head Mil are assembled asshown. in a fixed relation: as determined by dowel pin I55, and; aresecured in rigid assembly by threadedbushing I55 and nut: F55; bushing:I'd-5 also having a: fixed relationto va'lvev body E 53 as determined bydowel pin 55?, see Figure 5.

A turn valve plug 58,; see especially'Figure'l,

is provided with elongated roovesldli; I65, I'fil, and I arranged in acircle coinciding with the circular arrangement: of-portsv I i-I to Hi9about the axis of. valve stem I59 and is provided with an openingthrough which. bushing F55 passes.

'Valve stem sea is mounted for turning movement in-bushing I55 and isprovided with a pin I53 which projects through a slot I64; see Figure 6,in the wall of bushing I55, and extend's'beyond said bushing into a slotvalve-plug, r58;

It will be'noted that. slot IE4 is elongated in a direction extendingcircumferentially of bushing I 55. the neutral position shown pin I53is: disposed centrally of slot I 6.4, said. slot extending to each sideof pin $53 a distance equal to the movement of valve plug I58 in a givendirection. Thus, it is readily seen that valve stem set provided in IEmay be turned in either direction a distance determined by theelongation of slot :64 for thepu-rpose of registering-grooves :se to I62with adjacent ports I4! to Me.

A crank IE6 is acljustably secured to valve stem 50 by means of escrow151-, see Figure 5,

so that said crank may besecured to saidvalve stem in any selectedradial position; The reason forthis arrangement resides in the factthat,in practice, it will be necessary to mount the valve in a number ofdifferent positions as determined by the structure of the vehicle uponwhich it is to be mounted.

A female threaded bushing ItB is journaled in the free end of crank I65,and is provided with anopening adjacent an end thereof through whichacontrol wire I 59 passes, and. a screw is screwed into said bushingtightly against control wire I59 so as to form a rigid assembly of saidcontrol wire with said bushing. Thus by means of said bushing and screw,said control wire is pivotally connected with said crank.

In Figure 6, a pair ofdevices are shown, the purpose of which is toreleasably retain valve plug I2 8 inthe neutral position shown, and toat all times maintain said valve plug in sealing contact the confrontingface of valve head lee; Since they are identical, only one will bedescribed as follows: valve body I53 is provided with an opening ill inwhich a ball H2 is slidably disposed, said ball being disposed so as torest in a ball seat IIS' formed in valve plug I53, in neutral positionof said plug, and a compression spring IN is interposed between saidball and a retainer screw H5. The ball is forced out of the ball seatsagainst the pressure of spring Ild when the valve plug is rotated tooperating position, and re-enters the ball seat under pressure fromspring II' l when the valve plug is returned to neutral position.

Attention is' directed to the fact that the valve body I53 is providedwith a base I IE having openings I I? for use in securing the' valve tothe vehicle.

A large number of the motor vehicles now in use are equipped with twolights on the rear end thereof, and an electric switch, thelever foroperating the same being located on the steering column beneath thesteering wheel. When it is desiredtosignal for a right turn the controllever is operated to cause the right rear light to-bu-rn. When it isdesired to'signal for aleft turn a similar procedure is followed and theleft rear light will burn, In some localities these light signals arerejected as a substitute for hand signals. When applicants device istobe mounted one vehicle so equipped it will be desirable toremove thecontrol switch and operating lever for said lights because it would beimpractical for the operator tooperate two signal devices with twoseparate controls. Therefore, I have provided anelectric switch I-Ill,see Figures 5, 8 and 9, adapted to be mounted on the turn valve, asshown, and operated in common therewith. The switch comprises astationary body I19 mounted about the nut I56 in the depression formedin the turn valve head MI! and may be secured in place by a screw. Thethreaded hole adapted toreceive said screw is shown in Figure 4 at I89,the screw opening through the switch body being shown at Isl, Figures 8and 9.

Switch body I79 is provided with terminals I62, [8-3 and I85, arrangedas shown.

A rotor I isdisposed within said body-and is formed with astem portionI86 and a cross'head portion I81. Stem portion I36 is adapted as shownat I88 to 'fit closely intoa slot L89 provided in the upper end of valvestem- I50 so that said rotor will be operated in common with valve plugI 58. Cross head I81 is provided as shown with an opening havinga pairof balls I96 disposed one in each of the ends thereof, said'balls beingforced outwardly in contact with the'walls of body I19 by the action ofa compression spring lei disposed in compression between said balls asshown. It will be noted that terminal I84 is provided with a baseportion I92 which extends circumferentially of the wall of body I79 inboth directions from said terminal, as shown, so that one of the ballsI99 will be in contact with ter minal I84 in neutral, right, and leftturn positions of the rotor I85. Terminal I84 is to be used inconnecting the switch to the battery, and the arrangement of terminalsI84 and I83 is such as to provide a connection between terminal I84 andI82 in right turn position of valve plug I58, and a connection betweenterminal I84 and I83 in left turn position of valve plug I58, terminalI82 to be connected with the right turn light, and terminal I93 to beconnected with the left turn light. Thus, I have provided an auxiliaryelectric switch to be operated in common with the turn valve so that aconventional type of right and left turn light signal device may be usedin conjunction with applicants invention.

A turn valve control includes a two piece clamp bracket I93, clamped onthe steering column 29 by means of a bolt I94 as shown. The free end ofbracket I93 is in the form of a box like structure as shown at I95. Acrank sleeve I99 is rockably supported on a shaft I91 extendingtransversely of box like structure I 95 and is provided with cranks I98and I99 as shown. A crank stem 290 is journaled, as shown, in box likestructure I94 and is provided with a crank 20l on its lower end, and aconnecting link 292 is pivotally connected at one end with the free endof crank 29I and at its opposite end with the free end of crank I93. Theupper projecting end of crank stem 299 is provided with an operatinghand lever 293 rigid therewith by means of a set screw 204.

Bracket I93 is mounted with relation to the rim 30 of steering wheel 29so that hand lever 202 can be reached with the fingers of a hand restingin position on the steering wheel rim, and thus the hand lever 293 canbe conveniently operated without removing the hand from the rim of thesteering wheel.

Bracket I93 is provided with a threaded opening 294 arranged relative tothe free end of crank I99 and is provided with a compression maleconnector, sleeve and nut assembly, of a conventional type, at 295 andby which a wire housing 296 is connected, as shown, to bracket I93, theopposite end of said housing being arranged relative to the free end ofcrank I96 carried by valve stem I59, and attached to adjacent structureof the vehicle as shown at 291. This connection is made with acompression male connector, sleeve, and nut assembly of the type shownat 83 and 205.

A control wire IE9 is connected with the free end of crank I66 ashereinbefore described, and is shown in Figure 5, and control wire I99passes thence through the housing 206 to a pivotal connection, as shown,with the free end of crank I99. Bracket I93 is provided with a slot 298to facilitate the installation of wire I69.

It is now clear that if control lever 293 is swung in the direction R,see Figure 10, control wire I69 will be caused to move toward the turnvalve, and by reason of its connection to the free end of valve stemcrank I66, valve plug I59 will be moved into right turn position, and ifhand lever 293 is swung in the direction L, see Figure 10, control wireI 69 will be caused to move in a direction away irom the turn valve, andvalve plug I58 will be moved into left turn position.

Now it is well known that the degree of eyacuation in the intakemanifold of an internal combustion engine used to propel a motor vehicleis not of a constant value because of the air intake opening through thecarburetor. There is relatively low vacuum in the manifold when theengine is running with a large air intake opening through thecarburetor.

It has been determined that if applicants turn valve is connecteddirectly to the intake manifold and the turn valve is then operatedduring high vacuum in said manifold to swing the signal arm into a turnposition and, subsequently, the air intake through the carburetor ismaterially increased then manifold vacuum will be less than cylindervacuum and air will flow from the manifold to the cylinders untilmanifold and cylinder vacuum is equalized, and in some conditions theequalized vacuum is insufiicient to support the signal arm in a truesignal position.

Therefore, applicant has interposed a check valve 299, to be describedlater, in the conduit connections between the turn valve and the intakemanifold so as to prevent the flow of air from the manifold to thecylinders during low vacuum in the manifold.

Furthermore, it has been determined that under some conditions, such aswhen the vehicle is being driven up a very steep hill with a large airintake through the carburetor, then manifold vacuum may be insufiicientto swing the signal arm to a turn position. Therefore I have interposeda reserve vacuum tank 2I0 in the conduits connecting the check Valve andthe turn valve.

A vacuum reserve tank is shown at 2I9 and may be secured to vehicle 25as shown in Figure 2. The tank is provided with an extension 2 having athreaded opening to which a check valve 299 is applied as shown at 2 I2.The check valve is open at both ends and a conduit I94 is connected tothe upper end of check valve 299 as shown, and extends to a connectionwith the intake manifold as shown at I05, Figure 1. Check valve 299comprises a body 2I3, and a base 2I4, said base being provided with anopening 2I5 connecting with tank 299, and a plug 2I6 for closing saidopening. Body 213 is provided with a plurality of vertically extendingchannels such as is shown at 2II, and compression spring 2I8 isinterposed between the upper end of body 2|3 and plug 2I6. Air may beevacuated from the tank to the intake manifold through opening 2I5 andconduit I94 during high vacuum in the manifold and the check valvecloses during low vacuum in said manifold thus maintaining a reserve ofhigh vacuum in the tank during low vacuum in the manifold, said hightank vacuum being available for swinging the signal arm.

It will be seen that a partition separates tank 299 proper from acompartment shown at 2I9, said partition being provided with aconnecting port 229.

Compartment 2I9 is provided with a pair of threaded openings to which apair of shut off cocks 22I and 222 are applied as shown at 223 and 224respectively. The purpose of these shut cocks is to selectively fix therate of evacuation of cylinder compartments l9I and I92 so as to fix therate of travel of the signal arm from neutral to a signal position.

There may be times when the vehicle will be operated in places whereclearance at the side of the vehicle is impaired, such as, in garagesand parking lots. It is desirable to render the signal deviceinoperative under these condtions because the stop signal is givenautomatically as hereinbefore described, and since the signal armprojects to the side of and beyond the vehicle when in stop position,the signal arm could be damaged by contact with some adjacent vehicle orother structure.

I have therefore provided means operable from the drivers compartment ofthe vehicle for rendering the signal device inoperative, comprising aplug 225, which is installed through the opening shown as closed by pipeplug 226, said plug being provided with a rod 22! which extends throughconnecting port 220, a stufling boX 228 as shown, and packing nut 239.

A threaded escutcheon 23B is mounted through the instrument panel 24 asshown, and is held rigid therewith by jam nut 23L A wire housing 232extends into the adjacent end of threaded escutcheon 236 as shown, theopposite end being arranged relative to red 22! and secured to adjacentstructure by means of a conventional type of compression male connector,sleeve and nut assembly as shown at 233, and a control wire 234 isconnected as shown to the projecting end of rod 22"! and extends thencethrough wire housing 232 to a connection with rod 235 slidably mounted,as shown, in the threaded escutcheon and is provided on its projectingend with a knob 236. The plug 225 is shown in the i;

open, or operating position. When it is desired to render the signaldevice inoperative, the knob 236 is grasped and pulled outwardly untilplug 225 seats tightly in connecting port 22!].

Pipe plug 23'! is shown as closing an auxiliary opening into tank 2H3.It is suggested that a conduit connected at one end with the cylinder ofa conventional type of vacuum operated windshield wiper may have itsopposite end connected with this opening.

The conduit connection between the vacuum reserve tanks, 2H], and theintake manifold, or vacuum pump as the case may be, has been described,and the conduit connections between the vacuum tank 2m and the turnvalve, the connections between the turn valve and the stop valve, andthe connection of both valves with the power device will now bedescribed.

Conduit 238 is connected at 239 with cock 22I and to turn valve port IiI.

Conduit 240 is connected to cook 222 at 22! and to turn valve port I4 5.

Conduit 246 connects turn valve port I45 with the stop valve port at I II.

Conduit 24! connects turn valve port I45 with ,1

stop valve port H3.

Conduit 243 connects stop valve port H2 with the stop cylindercompartment IGI as shown at 11.

Conduit 249 connects turn valve port I42 with the turn cylindercompartment I22 as shown at 259.

Perhaps it is best stated at this time that turn valve ports I43 and I48 are each provided with a reduced air inlet, as best shown in Figure 4at I43 and M8. or controlled openings is to retard the inflow of airinto the evacuated cylinder compartments Iii! and I62 as the stop andturn pistons move from a signal position to the neutral position shown,so as to cause the signal arm to return to neutral position quietly,Hereafter the ports will be referred to as atmosphere ports Hi3 and I48.

Turn valve ports I41 and I49 do not, as shown,

The purpose of these reduced Lil extend through the upper surface ofturn valve head I40 but, instead, connect respectively by internalconduits I5I and I52 with. turn valve port I 44 and I42 as shown.

In describing the invention in operation we shall begin with all partsin the neutral position shown in Figures 1 to 16, and have furtherreferences to Figures 1 to 21 inclusive, and when reference is made toclockwise or counterclockwise movement we shall mean the reference toapply to the parts mentioned from the direction we view them in thedrawings.

At least 50 feet before a right turn is to be exeouted the turn valve'control lever 203 is oper ated in a clockwise direction to its limitof-movement, resulting in disposing turn valve plug I58 in the position,relative to ports I il tol lfl, shown in Figure 17', in which vacuumtank 2H) is connected with turn cylinder compartment I02 by registeringgroov I59 with ports MI and I42, the vacuum pull thus applied causingthe turn piston to move to its limit of travel to swing the signal arm3'I substantially 90 degrees, but it will also be seen that the stopcylinder compartment I!!! has also been connected with the vacuum tank 2I iiby registering groove I62 with ports I44, I45 and m5, port I'M beingconnected with cylinder compartment-1M through the stop valve, conduit2% connecting port I l i with port III on the stop valve, port HI beingconnected to port I I2 by groove H8 and port II2 being connected tocompartment Iill by conduit 248, so that the stop piston will also havebeen caused to move to its limit of travel to swing the signal armsubstantially 45 degrees, the combined action of both pistons resultingin swinging the signal arm substantially 135 degrees from neutralposition so that it extends outwardly and upwardly frcrn the axis aboutwhich it moves.

When the right turn has been completed control lever 223 is operated ina counterclockwise direction to restore valve plug I58 to the neutralposition shown in Figure 16 in which turn cylindeg compartment IE2 isconnected with atmosphere by registering groove I59 with port I42 andatmosphere port I43, and stop cylinder compartment IEI is connected withatmosphere by registering groove i6! with atmosphere port I48 and portI41, port It? being interconnected by conduit I5I with port l i i whichis connected'with cylinder compartment IGI as above described.

Figure 17, the description of which we have just concluded, shows theturn valve in right turn position and the stop valve in neutralposition. a

Figure '20 also shows the turn valve in right turn position, but thestop valve is in stop position. V

Now it is oftennecessary to give a right turn signal when the'brakes ofthe vehicle are being partially applied. The stop valve Woifld thereforebe in the stop position shown in Figure 20, in which ports H2 and H3are'connected by groove IE8, port II3 being connected by conduit 24"!with turn valve port l ifi connected by groove i455! with port Hi5,which in turn is connected with vacuum tank 2'!!! by conduit 22%), portII2 ein also connected to stop cylinder compartment IN, and the stoppiston will therefore have been caused to move to its limit of travel toswing the signal arm substantially 45 degrees to stop position, so thatwhen the turn valve is operated to the right turn position shown inFigure 20, the turn piston will be caused to operate to its limit oftravel to swing signal arm 3I' from stop to right turn position, Now, ifthe brakes are released while the signal arm is in right turn position,then stop valv plug I I8 will be caused to move to its neutral position.But this will in no way aifect the position of signal arm 3| since thestop cylinder compartment IOI will then be connected with tank 2 I U asshown in Figure 17 heretofore described. That is, by shifting stop valveplug ill from the position shown in Figure 20 to neutral we will haveproduced the showing of Figure 1'7.

At least 50 feet before a left turn is to be executed the control lever203 should be swung in a counterclockwise direction to its limit ofmovement, resulting in disposing the turn valve plug, I58, in theposition, relative to turn valve ports MI to I49, shown in Figure 18, inwhich ports MI and I49 are connected by groove I62, port I49 beingconnected by conduit I52 with turn valve port I42, in turn connected byconduit 249 with turn cylinder compartment I02, port I lI beingconnected with tank 2H] as hereinbefore described. The vacuum pull thusapplied causes the turn piston to move to its limit of travel to swingthe signal arm 3| substantially 90 degrees to left turn position, thatis to a substantially horizontal position with respect to the verticalplane of the vehicle. Now it will be noted that in the left turnposition of turn valve plug I58 shown in Figure 18, ports I44 and I46,which are connected respectively by conduits 2G6 and 241 to stop valveports I II and H2, are both connected to atmosphere port I43, ports M6and I4? being connected by groove I60, and ports I41 and IM beingconnected by conduit I5I ports I44 and I43 being connected by grooveI59, port I45 connected with tank 2W being closed as shown. Clearlythen, the stop valve is not connected with any source of evacuation, buton the contrary, ports III and H3 are connected to atmosphere port I 43s that the position of stop valve plug II! in its stop or neutralposition can have no effect on the position of signal arm 3| when theturn valve is in left turn position.

When the left turn has been completed, control lever 2E3 is swung in aclockwise direction to neutral position of valve plug I58, shown inFigure 16, in which both cylinder compartments are each connected withan atmosphere port as hereinbefore described.

At least 50 feet before the vehicle is brought to a stop, the footshould be lightly applied to the brake pedal. This will result inshifting stop valve plug I I? from its neutral position shown in Figure16 to the stop position shown in Figure 19, in which stop valve ports II2 and H3 are connected by groove II 8, port II2 being connected withthe stop cylinder compartment IBI as described, and port H3 beingconnected by conduit 24? with port I56, connected by groove I60 withport I 45 which is connected with the tank 2I0 as described, thuscausing the stop piston to move to its limit of travel to swing thesignal arm 3| substantially 45 degrees to stop position.

Now it is often necessary to give a left turn signal when the stop valveplug II! and the signal arm 3I are in stop position. Therefore, the turnvalve control lever is operated in a counterclockwise direction and theturn piston is caused to move to its limit of travel as beforedescribed, to swing signal arm 3i into the left turn position, and atthe same time, see Figure 21, port I45, which is connected to tank ZIB,has been closed and port I46 is connected with atmosphere port I43, ashereinbefore described, and the stop piston will move from stop toneutral position.

Thus, when the turn valve is operated to give a left turn signal whenthe signal arm is in stop position, the stop cylinder is connected withan atmospheric port and the stop piston moves to neutral position whilethe turn cylinder is being evacuated to move the turn piston in adirection to swing the signal arm to a left turn position.

Now it will be readily understood that, while I have shown my inventionmounted on a self propelled vehicle, a bracket 45 and signal arm SItogether with a vacuum power device, and the operating connections bywhich it is applied to said signal arm for swinging the same, may bemounted upon a trailing vehicle attached to said self-propelled vehicleso as to be drawn thereby, and conduits may extend from the branchconnections at 25I and 252, now shown as closed by-pipe plugs 253 and254, to the stop and turn cylinder compartments HH and I02 respectivelymounted on the trailer, so that the signal device on the trailer may becontrolled in common with the signal device mounted on the selfpropelledvehicle by the operator thereof.

I have shown the preferred form of my invention as now known to me, andhave exemplified the application thereof to the vehicle 25, but it willbe understood that motor vehicles now in use diifer considerably in thearrangement of the parts, members and features thereof and therefore, myinvention is susceptible to numerous changes, by those skilled in theart, in the arrangement of the various parts of my invention upon thevehicle and in the means I have shown for attaching the same thereto,without departing from the spirit of the invention as claimed.

What I claim is:

1. In a device of the character described adapted to be mounted on avehicle having brake mechanism and brake control means therefor, asignal arm operably mounted on said vehicle so as to be selectivelydisposed in neutral and in stop signal positions, and signal armoperating and control means for said signal arm arranged relative tosaid brake control means and including operative connection therewith soas to be actuated thereby to cause said signal arm to move from neutralposition to stop signal position when said brake control means areoperated in a direction applying said brakes, said signal arm operatingmeans being operable when said brake controls are actuated to releasesaid brakes to return said signal arm from stop signal position toneutral position, and means adapted to function automatically inconjunction with said signal arm operating means to retard and controlthe return movement of said signal arm to neutral position so as tocause said signal arm to come to rest at said neutral position quietly.

2. In a device of the character described adapted to be mounted on aVehicle having brake mechanism and brake control means therefor, asignal arm operably mounted on said vehicle so as to be selectivelydisposed in neutral and stop signal positions, a signal arm operatorapplied to said arm and operable to move the same from neutral to stopsignal position, and control means for said signal arm operatorincluding operative connection with said brake control means so as to beactuated thereby to cause said signal arm operator to operate and movesaid arm to stop signal position when said brake control means areactuated in a direction applying said brakes, resilient means acting inconjunction with said signal arm operator to move said signal arm fromstop signal position to neutral position when said brake controls areactuated in a direction releasing said brakes, and means adapted tofunction automatically in conjunction with said signal arm operator andsaid resilient means to retard and control the return movement of saidarm to neutral position so as to cause said signal arm to come to restin said neutral position quietly.

3. In a device of the character described adapted to be mounted on avehicle having brake mechanism and actuating means therefor, a signalarm operably mounted on said vehicle so as to be selectively disposed inneutral and stop signal positions, signal arm operating means includinga stop cylinder provided with a stop piston, said piston being appliedto said signal arm and operable to move the same from neutral to stopsignal position, and means for operating said piston and includingcontrol means therefor arranged relative to said brake actuating meansand operably associated therewith so as to be automatically operatedthereby to cause said piston to operate and move said signal arm to stopsignal position when said brake actuating means are actuated in adirection applying said brakes, resilient means between said cylinderand said piston acting in a direction moving said piston and said signalarm from stop signal position to neutral position when said brakecontrols are op- 1 erated releasing said brakes, and means function. ingautomatically to retard and control the return movement of said pistonand said signal arm toward neutral position so as to cause said signalarm to come to rest at said neutral position quietly.

4. In a device of the character described adapted to be mounted on avehicle provided with a drivers compartment and having brake mechanismand brake control means therefor, a signal arm operably mounted on saidvehicle so as to be selectively disposed in neutral position or in stopsignal position, or in right or left turn signal position, two signalarm operators applied in common to said arm and operable to move thesame to a signal position, a stop signal control for one of saidoperators arranged relative to said brake control means and havingoperative connection therewith so as to be actuated thereby to causesaid one of said operators to operate and move said signal arm fromneutral to stop signal position when said brake control means areactuated, and a turn signal control for said operators arranged relativeto said driver compartment and including an actuator operable in onedirection to cause one of said operators to operate so as to move saidsignal arm to left turn signal position, and said actuator beingoperable in yet another direction to cause both of said signal armoperators to operate so as to move said signal arm to right turn signalposition.

5, In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in neutral position and in 'a stop signal positionand in a right or left turn signal position, signal arm operating meansincluding a stop cylinder and a turn cylinder provided respectively witha stop piston and a turn piston, both of said pistons being applied tosaid signal arm and operable to move the same into signal position,means fixing the limits of travel of said pistons said stop piston beingoperable to move said arm to stop signal position, said turn pistonbeing operable to move said arm to 75 left turn position, and each ofsaid pistons being operable in conjunction with the other of saidpistons to move said signal arm to right turn signal position, and meansfor causing said pistons to operate.

6. In a device of the character described adapted to be mounted on avehicle having brake mechanism and control means therefor, a signal armoperably mounted on said vehicle so as to be disposed in neutralposition and in stop signal position and in a right or a left turnsignal position, signal arm operating means including a stop cylinderand a turn cylinder provided respectively with a stop piston and a turnpiston, both of said pistons being applied to said signal arm andoperable to move the same from neutral position to signal position, saidstop piston being operable to move said arm to stop signal position,said turn piston being operable to move said arm to a left turn signalposition, each of said pistons being operable in conjunction with theother of said pistons to move said signal arm to right turn signalposition, means for actuating said pistons and control means for saidpiston l actuating means including a stop piston control and a turnpiston control, said stop piston conr01 including operative connectionwith said brake control means so as to be actuated thereby 7 when saidbrake control means are actuated to cause said stop piston to operate,and said turn piston control including an actuator operable in onedirection to cause said turn piston to operate and operable in yetanother direction to cause both pistons to operate.

7 In a device of the character described adapted tobe mounted ona-vehicle, a signal arm operably mounted on said vehicle so' as to beselectively disposed in neutral position and in stop signal position,and in right or left turn signal position, signal arm operating meansincluding a stop cylinder and a turn cylinder provided respectively witha stop piston and a turn piston, both of said pistons being applied tosaid signal arm and operable to move the same into signal position, saidstop piston being operable to its limit of travel to move said arm tostop signal position, said turn piston being operable to its limit oftravel to move said arm to left turn signal position, each of saidpistons being operable in conjunction with the other of saidpistons tomove said signal arm to right turn signal position.

8. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in neutral position and in stop signal position andin right or left turn signal position, signal arm operating meansincluding a stop cylinder and a turn cylinder provided respectively witha stop piston and a turn piston, both of said pistons being applied tosaid signal arm and operable to move the same into signal position, saidstop piston being operable to its limit of travel to move said arm tostop signal position, said turn piston being operable to' its limit oftravel to move said arm to left turn signal position, each of saidpistons being operable in conjunction with the other of said pistons tomove said signal arm to right turn position, and means to fix saidlimits of travel of said pistons.

9. In a device of the character described adapted to be mounted on avehicle, a si al arm operably mounted on said vehicle so as to beselectively disposed in a neutral position, or in a stop signalposition, or in right or left turn signal positions, signal armoperating means including a stop cylinder and a turn cylinder providedrespectively with a stop piston and a turn piston, both of said pistonsbeing applied to said signal arm and operable to move the same intosignal position, means to evacuate said cylinders to cause said pistonsto operate, a turn valve having a neutral position and right and leftturn positions, a stop valve, a conduit connecting said turn cylinderwith said turn valve, a conduit connecting said stop cylinder with saidstop valve, conduits connecting said stop valve with said turn valve andconduits connecting said turn valve with said evacuating means, saidturn valve being adapted to connect said turn cylinder and said stopvalve with atmosphere and said stop valve with said evacuating means inneutral position of said turn valve, said stop valve being adapted toselectively connect said stop cylinder with atmosphere or with saidevacuating means in neutral position of said turn valve.

10. In a device of the character described adapted to be mounted on avehicle having brake mechanism and control means therefor, a signal armoperably mounted on said vehicle so as to be selectively disposed in aneutral position or in a stop signal position or in a right or a leftturn signal position, signal arm operating means including a stopcylinder and a turn cylinder provided respectively with a stop pistonand a turn piston, both of said pistons being applied to said signal armand operable to move the same into signal position, means to evacuatesaid cylinders to cause said pistons to operate, a turn valve having a,neutral position and right and left turn positions, a stop valve, aconduit connecting said turn cylinder with said turn valve, a conduitconnecting said stop cylinder with said stop valve, conduits connectingsaid stop valve with said turn valve and conduits connecting said turnvalve with said evacuating means, said turn valve being adapted toconnect said turn cylinder and said stop valve with atmosphere and saidstop valve with said evacuating means in neutral position of said turnvalve, said stop valve being adapted to selectively connect said stopcylinder with atmosphere or with said evacuating means in neutralposition of said turn valve, and control means for said stop valve, saidstop valve control means including operative connection with said brakecontrol means so as to be automatically actuated thereby when said brakecontrols are operated.

11. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right or a left turn signal position, signal arm operatingmeans including a stop cylinder and a turn cylinder providedrespectively with a stop piston and a turn piston, both of said pistonsbeing applied to said signal arm and operable to move the same to signalposition, means for evacuating said cylinders to cause said pistons tooperate, a stop valve, a turn valve having a neutral position and rightand left turn positions, a conduit connecting said turn cylinder withsaid turn valve, a conduit connecting said stop cylinder with said stopvalve, conduits connecting said stop valve with said turn valve andconduits connecting said turn valve with said evacuating means, saidturn Valve being adapted to connect said stop valve and said stopcylinder with atmosphere and said turn cylinder with said evacuatingmeans in left turn position of said turn valve, and control means forsaid valves.

12. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right or a left turn signal position, signal arm operatingmeans including a stop cylinder and a turn cylinder providedrespectively with a stop piston and a turn piston, both of said pistonsbeing applied to said ignal arm and operable to move the same to signalposition, means for evacuating said cylinders to cause said pistons tooperate, a stop valve having a neutral position and a stop position, aturn valve having a neutral position and right and left turn positions,a conduit connecting said turn cylinder with said turn valve, a conduitconnecting said stop cylinder with said stop valve, conduits connectingsaid stop valve with said turn valve and conduits connecting said turnvalve with said evacuating means, said turn valve being adapted toconnect said evacuating means with said turn cylinder and said stopvalve in right turn position of said turn valve, said stop valve beingadapted to effect a connection between said stop cylinder and saidevacuating means in both the neutral and stop positions of said stopvalve during said right turn position of said turn valve, and controlmeans for said valves.

13. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right and a left signal position, a vacuum actuated powerdevice applied to said signal arm and operable to move the same tosignal position, evacuating means for causing said device to operatecontrol valve means between said evacuating means and said power devicecomprising a turn valve having neutral, right and left turn positions, astop valve having a neutral position and a stop position, a conduitconnecting said turn valve with said power device, a conduit connectingsaid stop valve with said lower device, conduits connecting said turnvalve with said evacuating means, and interconnecting conduit meansbetween said turn valve and said stop valve through which said turnvalve is adapted to provide connection of said stop valve with saidevacuating means in neutral position of said turn valve, said turn valvebeing also adapted to disconnect said stop valve from said evacuatingmeans in left turn position of said turn valve, and a check valvebetween said turn valve means and said evacuating means.

14. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right and a left turn signal position, signal arm operatingmeans including a stop cylinder and a turn cylinder providedrespectively with a stop piston and a turn piston, both of said pistonsbeing applied to said signal arm and operable to move the same intosignal position, evacuating means applied to said cylinders forevacuating the same, control valve means between said evacuating meansand said cylinders comprising a turn valve having a neutral position andright and left turn positions and a stop valve having a neutral positionand a stop position, a conduit connecting said turn valve with said turncylinder, a conduit connecting said stop valve with said stop cylinder,conduit means connecting said turn valve with said evacuating means, andinterconnecting conduit means between said turn valve and said stopvalve through which said turn valve is adapted to provide connection ofsaid stop valve with said evacuating means in neutral position of saidturn valve, and a check valve between aid evacuating means and said turnvalve means.

15. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in an neutral position and in a stop signalposition and in a right or left turn signal position, a vacuum actuatedpower device applied to said signal arm and operable to move the same tosignal position, evacuating means applied to said device for evacuatingthe same, control valve means between said evacuating means andsaidpower device, comprising a turn valve having a neutral position andright and left turn positions and a stop valve having neutral and stoppositions, conduits connecting both said valves with said power device,conduit means connecting said turn valve with said evacuating means, andinterconnecting conduit means between said turn valve and said stopvalve through which said turn valve is adapted to provide connection ofsaid stop valve with said evacuating means in neutral position of saidturn valve, said stop valve being adapted to selectively connect ordisconnect said evacuating means and said power device in neutralposition of said turn valve, a reserve vacuum tank between said turnvalve means and said evacuating means, and a check valve between saidreserve vacuum tank and said evacuating means.

16. In a device of the character described adapted to be mounted on avehicle, a signal arm operably mounted on said vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right or a left turn position, signal arm operating meansincluding a stop cylinder and a turn cylinder provided respectively witha stop piston and a turn piston, both of said pistons being applied tosaid signal arm and operable to move the same into signal position,evacuating means applied to said cylinders for evacuating the same,control valve means between said evacuating means and said cylinderscomprising a turn valve having a neutral position and right and leftturnpositions and a stop valve having neutral and stop positions, a conduitcon necting said turn cylinder with said turn valve, a conduitconnecting said stop cylinder with said stop valve, conduits connectingsaid turn valve with said evacuating means, and other conduitsinterconnecting said turn valve with said stop valve and through{ whichsaid turn valve is adapted to selectively connect or disconnect saidevacuating means and said stop valve depending upon the position of saidturn valve, a reserve vacuum tank between said evacuating means and saidturn valve means, and a check valve between said reserve vacuum tank andsaid evacuating means.

17. In a signal device of the character described adapted to be mountedon a vehicle, a signal arm operably mounted on said Vehicle so as to beselectively disposed in a neutral position and in a stop signal positionand in a right and a left turn signal position, a vacuum operated powerdevice applied to said signal arm and operable to move the same tosignal position, means for evacuating said power device to cause thesame to operate, control valve means between said power device and saidevacuating means for controlling the operation of said power devicecomprising a turn valve having a neutral position and right and leftturn positions and a stop valve having neutral and stop positions,conduits connecting both said valves with said power device, conduitmeans connecting said turn valve with said evacuating means, and conduitmeans interconnecting said turn valve and said stop valve and throughwhich said turn valve is adapted to selectively connect or disconnectsaid evacuating means and said stop valve depending upon the position ofsaid turn valve.

18. In a device of the character described adapted to be mounted on avehicle having brake mechanism and brake control means therefor saidbrake controls being operable through an initial stage to take up theslack in said brake mechanism and said controls and thereafter operableto apply said brakes, a signal arm operably mounted on said vehicle soas to be selectively disposed in a neutral position or in a stop signalposition, or in a right or a left turn signal position, a vacuumoperated power device applied to said signal arm and selectivelyoperable to move the same to signal position, means for evacuating saidpower device to cause the same to operate,

control valve means between said power device and said evacuating meansfor controlling the op eration of same comprising a turn valve havingneutral and right and left turn positions and a stop valve havingneutral and stop positions, conduit means connecting both said valveswith said power device, conduit means connecting said turn valve withsaid evacuating means, conduit means interconnecting said turn valve andsaid stop valve and through which said turn valve is adapted toselectively connect or disconnect said evacuating means and said stopvalve depending upon the position of said turn valve, said stop valvebeing adapted to selectively connect or disconnect said evacuating meansand said power device in neutral position of said turn valve, and meansoperably associating said stop valve with said brake control means to beactuated thereby as said brake control means operate through saidinitial stage so as to connect said evacuating means with said powerdevice in neutral position of said turn valve for causing said powerdevice to operate and move said signal arm to stop signal positionsubstantially before said brakes are applied.

19. In a device of the character described adapted to be mounted on avehicle, a signal arm support bracket, a rotatable shaft carried by saidbracket, a signal arm rig with said shaft, an arm rigid with said shaftand having free ends terminating outwardly therefrom at opposite sidesof said shaft, a rod extending across said shaft above the same andoverhanging said arm, said rod being slidably supported on said bracket,a link pivotally connected at one end to said rod and at its other endto a free end of said arm, and means for sliding said rod to impartswinging movement to said signal arm, the other free end of said armbeing arranged to engage said rod at times so as to limit swingingmovement of said signal arm in one direction.

CHARLES LE BLEU.

